A short set of photos I took in the autumn on Zeeburgereiland, one of the artificial islands off Amsterdam's waterfront. Surrounded by all sorts of bridges and tunnels, shipping canals and dams, motorways and tramways, but with these three silos standing alone in a big empty wasteland...

I will be organising a batch of prints and frames next week, on Friday 2nd. If you wish to order framed prints in time for Christmas please get in touch during the next week to discuss requirements. I can take UK orders for prints until mid-December but can not guarantee that frames could be built in time for orders after the 2nd. You can find out more about ordering on the prints page.

In 2000, London's previous mayor, Ken Livingstone, began the process of fixing forty years of mistakes that had been made in the pursuit of the impossible -- the comfortable accommodation of mass motor vehicle use in a dense city centre. He recognised that cities are supposed to be places for people and returned key locations like Trafalgar Square to use as more than mere traffic gyratories.

But the current mayor has not quite caught up with the modern age and still labours under the delusion that congestion and the problems of the motor vehicle can be solved with bigger and faster roads.

While claiming to be the cycling mayor he tells us that a splash of blue paint along the gutter and through the bus stops is enough to fix the conditions that prevent most people from ever using their bicycles.

And his officers at TfL push through these wider and faster roads in the name of, er, accommodating pedestrians (wider roads are good for pedestrians, right?). While ripping out the pedestrian crossings.

After ignoring the thousands of objections to the wider and faster road layout at Blackfriars, TfL announced last week that they were bring in the earth movers on Friday night. So with 48 hours notice we assembled a thousand cyclists for a go slow.

It might be too late for Blackfriars this time around, but we still have a mayor who is stuck in 1970s, determined to force ever more motor vehicles through the centre of the city, at the expense of the sensible majority who combine walking, cycling, and public transport, and the vibrant city activity that depends on attracting people. It's not the last he's heard from us.

The geology and landscape of the Scottish Highlands are famously divided by the Great Glen fault. Less famous is the Moine Thrust Belt, running almost parallel to the Great Glen a hundred miles north. Here the rocks and landscape of the northern Highlands are pushed over those of the Hebrides and far north west, forming a belt of steep hills and cliffs from the north coast at Eriboll down to the west coast at Skye. It's named for The Moine -- the moss -- the vast peat moor that sits at the top of the hill on the northern Highland rocks above Eriboll on the northern coast of Sutherland.

As you climb the A838 from the sea inlets — from Loch Eriboll heading east, or from Kyle of Tongue heading west — the great flat empty moor stretches to the distant mountains, Ben Loyal in the east and Ben Hope in the west, interrupted only by two curious steep pyramids almost on the horizon. As you cross the bog they grow into the gable-end walls of a house, a perfectly ordinary little highland cottage isolated in the middle of the moor.

With two rooms, a porch, and a loft, Moine House was built with the road in 1830 as a half-way stop for travellers. Occupied by several generations of Mackays, up to ten people at a time, the house still acted as an inn for travellers throughout the 1800s, until the motorcar era negated its original purpose, and the Mackays moved on to less harsh and more profitable locations.

The roof fell in sometime around 1987, though there has been some attempt since to preserve what remains. The EU have since "improved" the A838 by building a whole new road over the moor on a different alignment, straighter, wider, faster, allowing the old single track road outside the house to slowly fade under the moss. Despite its isolated location, miles from anything in an already sparsely populated region without cities, it has managed to acquire some murals, distinctly urban in style, slightly faded now after three or four years exposed to the relentless rain of the northern Highlands.

At the start of the 15th century, when the Ming Dynasty was young, Beijing was established as the new Chinese capital — a heavily planned city, a rectangle laid out on a north-south axis around the great imperial palace, the Forbidden City.

Around the palace, dense blocks of residential buildings, the hutongs, arranged in a grid that stretched to the city walls and moat; the more prosperous and higher status families closer to the centre.

The hutongs evolved through dynasties, civil wars, and revolutions, declining as they became overcrowded and rundown. But they began to be truly threatened in the second half of the 20th century, when the grid of main streets was widened into great boulevards.

And the city walls and moat replaced by the Second Ring Road (there is no first ring road, but there is a third, and a fourth, and a fifth; the sixth is under construction and the seventh in planning stages), the hutong increasingly replaced by glass office towers and concrete apartment blocks.

The city's population boomed and as the economy grew its nascent middle class sprawled out far beyond the old city walls, and in the ancient centre, every accessible patch of ground was filled with a commuter's car -- there are five million of them in the city already, growing by 10% per year, or 1,500 extra cars every day.

In the run-up to the 2008 Olympics, the city invested in much regeneration — which often simply meant evicting residents of a hutong and bulldozing it.

But just as in Europe in the 1950s-70s, public opinion has quickly turned against this destruction of established neighbourhoods.

And now instead the remaining hutongs are being restored and gentrified as the city discovers a new way to exploit them in the burgeoning consumerist economy.

The Chinese have even noticed that the motorcar is not a sensible or scalable solution to transport in densely populated places, and is investing heavily in alternatives.